If this is your first visit, be sure to
check out the FAQ by clicking the
link above. You may have to register
before you can post: click the register link above to proceed. To start viewing messages,
select the forum that you want to visit from the selection below.

Last night I hit the dyno to see what the car can do with the new ported N54 cylinder head, RB turbos, 3.5bar TMAP sensor from the new BMW N20 four-cylinder motor, FBO (catless), pump 94 octane and meth, stock turbo inlet pipes. Key thing here, this is with a tune that sees ZERO timing corrections everywhere on all cylinders and timing that is set right at MBT for this level of boost and this car's given octane. I've run the car on the street with this exact setup this morning, number of pulls, it's pretty ridiculous.

553WHP/631WTQ - PUMP GAS (94 Octane) + METH

In terms of the tune, it was running more than 22.5psi in midrange, 19.7psi peak at 6k rpm, 17.5-18psi at redline. Logs of actual boost in midrange aren't available as I found out that ATP's datalogging needs to be updated to accomodate the 3.5bar scaling. I was going off my p3 gauge for midrange boost when pushed past the 22.5psi datalogging limit. I don't recommend this to anyone before ATP is updated for 3.5bar datalog scaling, it just had to be done last night and I decided to push on as I get to do what I feel is best for my car LOL and that's make some power

No leanouts or fuel issues. LTFTs goes down to zero during the pull, STFTs trend to high negative 20s with meth. The car was running close to if not 100% meth, three 1.0mm nozzles, two of them in the FMIC outlet silicone coupler and another up in the ER charge pipe past the elbow.

I'll be fine tuning things over the coming days but to be perfectly honest and blunt, last night was about turning things UP and NOT fine tuning. It was to find MBT and push boost as far as it can go while limiting wastegate duty cycle to about 73-74% everywhere especially past 6k rpm. It was also to experiment with various VANOS changes. I experimented with higher wg duty cycles before and RBs didn't like it. It also introduces too much backpressure into the system even fully catless that the car doesn't like it.

So, is there more power left here. We'll see when the intake pipes are swapped for something better flowing. @George Smooth reported +19whp at his high altitude in South Africa so possibly another 20 in there without any changes. Then there's mixing race gas or E85 into it to see if there's anything there in terms of additional power through more timing. All out its very possible this will be a 575-585whp setup once all is said and done, dare I say 600 LOL

Other runs from last night:

By the way, on Smoothing of zero the car made 555WHP Nice even number easy to remember

Anyone ready and willing to send me their 3.08 or 3.46 (large housing) pumpkin to drop in and settle the TQ debate let me know...I say numbers will be either the same or slightly higher with a 3.08 or 3.46

Inertia dyno measures power… you can plot mph only. The load “varying” type measure torque and you need an rpm pickup I believe… maybe they can do either.

To understand that gearing doesn’t matter… think of this:
1st gear you accelerate from 10 to 20mph very quickly, but you were only doing 10mph of work to start. 4th gear you accelerate 10mph also (much slower) from 90 to 100, but you were doing 90mph of work to begin with… End result is same power (assuming same rpm range, load, and no difference drivetrain loss). You just plot by rpm for engine HP... its the same.

There’s no loss due to inertia… maybe very very negligible. Engine reving with no load is completely different. The HP effect is drivetrain loss, which would be hard to determine if it would be higher or lower with new final drive. The pinion is larger, but rotates slower… don’t know. The tranny in 3rd compared to 4th should have higher HP loss. The end result in the 2 setups is very close in my opinion.

Its already proven that on "this" car higher gears will result in more power on a Dynojet due to the way the car loads up. Higher gears, on a Dynojet, will result in more power. This is why some of the guys have started to dyno their cars in 5th gear. I simply can't even do 4th as its way too dangerous given where it'll end up speed wise past 6500rpm so I'm stuck with 3rd which will incur a bit of loss. This is another reason I'd love to get a 3.08 in the car to have an even more direct comparison and do a dyno in 4th gear again instead of 3rd which I have to do now.

I take it there's a solid chance of this happening to anyone with this level of power/torque?

I think it happened to @BuraQ as well with the OEM 2.56 diff. Something similar if not the same also happened to @onebadmofo. They both had considerably less torque. All it takes is some bad wheel hop.